Transmission



am l WM' T. L. FAWKGK TRANSMISSION T. L. FAWICK TRANSMISSION Filed May14 4 Sheets-Sheet 2 '(W, w24., Lm

T. n.. FAwlcK TRANSMI SS ION Filed May 14 1924 4 Smets-SMM. 3

Patented Nov. W, i924.

" MlWlT tllmhlmw Whit THOMAS L. FAWICK, OF RACINE, WISCONSIN.

TRANSMISSION.

Application filed May 14, 1924. Serial No. '713,237'A yTol all whom tmay concern.'

Be it known that I, THOMAS L. F AWICK, a citizen of the United Sta-tes,residing at Racine, in the county of Racine and State of Wisconsin, haveinvented a certain new and useful Improvement in Transmissions, of whichthe following is a full, clear, concise, and exact description,reference being had to the accompanying drawings, forming a part ofthis. specification.

This invention relates to transmissions for automobiles, trucks and thelike.

Whereas in my prior application, Serial No. 671,317, of October 29,1923, I have discldsed and claimed a compound transmission of thepresent class, combining with the regular or standard accelerating` andreverse transmission a speed range transmission characterized by the useof a spur pinion and an internal gear with a clutch socket, the presentapplication discloses and claims an improved construction of theinternal gear and clutch element to the end of minimizing the distancebetween the bearings of the shaft which are connected by the aforesaidspecial gears; an improved transmission brake construction and animproved speedometer drive all for use in a transmission of theaforementioned type.

In order to acquaint those skilled in the art with the manner ofconstructing and operating a device embodying my invention, I shall nowdescribed, in connection with the accompanying drawings, a specificembodiment in which my invention appears.

ln the accompanying drawings:

Figs. 1 and 2 are diagrams indicating the mode of use of my inventionfor stepping down or stepping up the speed of the rear axle with respectto the engine speed;

Fig. 3 is a diagram illustrating the manner of shifting the gears of myinvention with respect to each other so as to secure movement insubstantially a vertical plane;

Fig. -4 is a vertical longitudinal section through a transmissionemploying my invention;

Fig. 5 is an end view taken from the right of Fig. 4 showing the torquearm of the brake and the mode of mounting it upon the frame to take thetorque reaction of the brake;

Fig. 6 is a section through the rear end of the transmission taken onthe line 6-6 of Fig. 4;

F ig. 7 is an enlarged detail view showing the construction of theshiftable gear and clutch member;

Fig. 8 is a plan view of the rear end of the transmission showing thetop of the brake construction and the speedometer connection;

Fig. 9 is avertical transverse section through the brake and flexiblecoupling vtaken on the line 9-9 of Fig. 4; and Fig. 10 is a developedtop' plan view of the gate in which the controlling handle moves.

Referring now to Fig. 4, the clutch and iy-wheel housing 1 of the engineforms a mounting for the gear case 2, which, in the present case, has aremovable' top 3 mounting a gear shift lever 4. This gear shift leverhas a universal joint mounting 5 in a hollow boss 6 formed integral withthe cover 3. To the rear end of the gear case 2, there is secured thesupplement gear case section 7, which is covered by the rear part of thecover or top 3. This rear part of the cover or top 3 is provided with asuitable slot 8 in which there is movably mounted a control handle 9.The driving shaft 1() coming from the clutch and through the clutch fromthe motor is mounted in bearings 11 in the rear wall 12 of the gear case2. The rear end of the driving shaft 10 is recessed to provide a bearingfor the reduced portion 13 of the stub shaft 14. This stub shaft issuitably splined to receive the sliding gear and clutch member 15 andthe sliding gear member 16. These members 15 and 16 are thus rigidlyconnected by the splines in the shaft 14 and are adapted to be shiftedaxial- 1y by means of suitable yokes or forks 17 and 18 respectively,these yokes or forks engaging suit-able collars of the gear members 15and 16 and being mounted upon sliding rod 19 mounted in the cover 3 andengageable by the lower end 20 ofthe gear shift lever 4. The rear end ofthe stub shaft 14 is mounted in suitable anti-friction bearings 21mounted in the rear wall 22 of the gear case section 2. A relativelystationary countershaft 23 is mounted below and parallel to the stubshaft 14 and an integral collar and gear member 24 is mounted upon saidshaft 23. The ends of the stationary shaft 23 are seated in the frontand rear walls 12 and 22 of the gear case section 2, respectivel. Uponthe lay or countershaft 23, suita le gears 25,26, 27 and 28 areintegrally` connected by a collar 24. A combined pinion'and clutchmember 30 is lixedly mounted on the end of the drive shaft 10, and itsgear teeth are in constant mesh with the gear wheel 25. The gear andclutch members 30 and 15 have engageable clutch teeth for clutchingshafts 10 and 14 directly together for drive straight through the gearbox. The gear member 15 is` also shiftable to engage its teeth with theteeth of the gear wheel 26, thereby securing a second speed. Theshiftable gear 16 is adapted to be shifted to engage its teeth with theteeth of the wheel 27 for a suitable first speed, and the gear wheel 16is also shiftable to engage its teeth with the teeth of the idler pinion31, which,in turn, mesh with the teeth of the gear wheel 28 for reversedrive. ticular construction of the gears, shafts and shifter forks androds in the gear case section 2 is not of the essence of the invention.Furthermore, the cover 3, instead of mounting the manual shifter rod 4,may mount any desired form of shifter mechanism, such, for example, aselectric gear shifting mecha nism.

The casing section 7 is bolted to the section 2 as by means of theflange 33 and screws 34.

Therear part of the casing section 7 is made cylindrical, as indicatedat 35, and the inside of this cylindrical portion is `machined out toform a seat for the drum or carriage 36. This drum or carria e 36 isfreely rotatable within the cylindrical casing portion 35, but it isrestrained from axial movement by a flange 37 at the front end and theflan e 38 of rear cover plate 39, which is bolted y the cap screws 40 tothe rear end of said drum 36. The drum 36 provides roller bearings 41 atthe front end and suitable anti-friction bearings 42 at the rear end formounting the shaft section 43.

Itis to be noted that the shaft section 43 ycarries a pinion 44 at itsfront end and the stub shaft 14 carries a driving pinion 45 at its rearend, these two pinions being of the same effective diameter so that thesliding clutch collar 46, which has splines closely fitting the teeth ofthe pinion 44, may be moved axially to the left, as viewed in Fig. 4,for clutching the teeth of the driving pinion 45. The splines of theclutch 46 and of the pinion 44 need not be full ear teeth, since theirsole function` is that o clutching the two parts together. The clutchmember 46 bears an internal gear member 47 having teeth adapted to meshwith the teeth of the driving pinion 45, as will be explained more indetail later. It will be observed that the front end of the drum orcarriage 36 has a forwardly extending flange 48 for mounting the outerrace of the bearings 41. This race is held in place by a suitable pin orgrub screw 49. The clutch pinion 44 1s of a diameter in excess of thediameter of the forward extending :flange 48, so that the clutch collarThe par- 46 may be shifted to the rear to a position overhanging saidflange 48 to bring the front edge of the internal gear 47 clear of therearmost edge of the driving pinion 45 so that lateral shifting of theclutch and internal gear member 46 and 47 may be made without touchingany part of the pinion 45.

The drum or swinging carriage 36, while it is cylindrical, is mountedwith its axis eccentric of the axis of the shaft section 43, so thatrotation of said drum 36 causes shifting of the shaft section 43 inpositions I.parallel to itself, as will be understood from the diagramof Fig. 3. In Fig. 3, I have indicated diagrammatically the internalgear 47 meshing with the pinion 45 and showing the location of theclutch pinion 44, which is concentric with the internal gear 47, asbeing immediately below the pinion 45. By the shifting of the eccentricdrum or carriage 36, it will be apparent that the axis of the pinion 44may be brought up vertically into line with the axis of the drivingpinion 45, so that the clutch portion 46 may be axially telescoped overthe driving pinion 45. It will be seen that the shifting of centers maybe accomplished by a substantially vertical movement, although the truemovement is a circular movement and the positions selected are thosewhich are substantially in line vertically.

The eccentric drum or carriage 36 has a pair of forwardly extending lugs51, between which is mounted the pivot 52 of the lever 9, consisting inthis case of u pin. The lower arm of the control lever 9 comprises ashifter fork lying in a groove of the clutch collar 46. A spring pressedlocking pin 53 is adapted to enter a socket 54 inthe flange of the drummember 36 in the position of the parts shown where the pinions 44 and 45are axially in line, and a similar pin (not shown) is provided when thesocket 54 is in position corresponding to meshing of internal gear 47with the pinion 45, as shown in the lower position of diagram Fig. 3. Apin 55 is provided for forcing the locking pins 53 out of the socket 54to unlock vthe drum or carriage after the clutch and internal gearmember 46-47 has been thrown to the right, as viewed in Fig. 4, farenough to clear the pinion 45'. The control lever 9 is adapted to bepushed forward to move the clutch and gear member 46-47 to the right, asviewed in Fig. 4; then the lever 49 is moved sidewise to swing theeccentric drum 36 in its cylindrical mounting angularly, whereupon thelever 9 is pulled to the rear. The first pivotal motion moves the clutchand gear member axially out of engagement or Kossible engagement withthe pinion 45. he angular motion then shifts the axis of the shaftsection 43 and the final swinging motion of the lever 9 shifts theclutch and internal gear member 46-47 to mesh one of the sets of teeththereof with the teethof the pinion 45.

rll`he rear cover` plate 39 forms a housing for the worm wheel 56, whichworm. wheel` is splined upon the rear end of the shaft section 43.l Acooperating worm wheel 57 is mounted in lthe housing 39 and is connectedto a flexible shaft 58 for driving the speedometer. The flexible shaft58 has va flexible housing or armor 59 which is secured to the housing39. A universal joint 60, employing fabric plates or rings 61, isconnected between the shaft section 43 and the shaft section 62, forminga part of the propeller shaft for driving the rear axle. The fabricrings 61 are clamped to spider members 63 and 64 by suitable clampingbolts 65 and 66. A pressed sheet metal brake drum 67 is mounted upon theends of the spider arms 63, being clamped thereto by the bolts 65, saiddrum having an inturned flange seating against t-he spider arms 63 andheld by the bolts 65. The inner spider 63 has a hub member 68 Which issplinedI to fit upo-n the splines on the rear end of the shaft section-43 and to be held in place by the nut 69. The assembly of the bearingsand other parts on the shaft section 43 is interesting. The inner raceof the front bearing 41 may be formed integral with the shaft 43, or itmay consist of a. collar which fits over the shaft section 43 and isheld in place' by the casing collar 70, which, in turn, engages theinner race of the bearings 42. A short spacing collar is then introducedto fill in the space between the inner race of the bearings 42 andtheworm wheel 56. This spacing collar 71 may, if desired, be threaded uponthe shaft section 43 to hold the inner race of the bearings 42 in place.The nut 69 pushes the hub of the spider member 63 against the worm wheel56 and, in turn, against the spacing collar 71, which bears upon theinner race of the bearing 42, and this, in turn, rests either against anintegral shoulder on the shaft section 43 or against the bea-ring racefor the inner bearing 41.

The flexible joint 60 is, with the exception of the brake drum, of theusual or an referred construction, employing the flexibility of thefabric rings 61 for securing freedom to take up the lay occasioned bythe propeller shaft section 62 being out of line with the propellershaft section 43.

A brake arm 75 having a curved shoe portion 76 bearsupon the brake drumthrough the intermediate brake lining 77, which lining embracessubstantially the entire circumferenee of the brake drum 6 7, being heldby thin metal strap 78 which is pinned, as indicated at 79, to the shoe76 and continues around the periphery of the brake drum to a lug member80 which is adapted to receive `the tightening rod 81 having theadjustable nut 82 upon the lower end thereof. An operating shaft 83 ispivoted upon a bracket 84 mounted on the brake arm 75 and this operatingshaft 83 is adapted to swing the short arm 85 upwardly, as viewed inFig. 5,` to tighten the brake band 78 and thereby grip the brake drum,serving as a transmission brake. The shaft 83 may be operated throughuniversal joints or in any other well known manner, either by a handlever 0r a foot pedal, both of which are well known and form no part ofthe present invention.

If desired, the brake band and shoe 78-76 may be applied through asuitable cross shaftflying above the shaft section 43 and transversethereto.

The outer end of the brake arm 76 is anchored through a shackle mountingcomprising a closed loop of fabric 87 suspended on pins 88 and 89,which, in turn, are mounted upon a pair of bracket arms 90 or upon asingle bracket arm, which, in turn, is secured to the frame or sidepanel member 91 which forms a sill of the car, or to any other suitablepoint.

The bracket 90 is made of sheet metal arid the arm which holds .thebolts 88-89 lies in a vertical plane transverse to the vehiclepresenting relatively great strength to vertical motion of the end ofthe arm 75. The end of this arm 76 is anchored by suitable bolt. 92 tothe central part of the fabric loop 87. It will be apparent that the endof the arm 75 cannot move up or down because of this anchorage, but theend bearing the brake shoe 76 may move up or down pivoting about theanchorage in the fabric shackle 87. The brake shoe 76 is prevented frommoving laterally off of the brake drum 67 by a sheet metal bracket arm93 which has a hub portion 94 fitting over the hub or central portion ofthe housing 39 and held in place by a snap ring 95. The hub 94 is thusfree to turn upon the hub of-the housing 39, but prevents lateraldisplacement of the brake shoe 76 and consequently ofthe brake band 78.The upper end of the bracket arm 93 has a finger 96 held in place inastrap 97 by a notch98, which interlocks Aarm 75 and one of the bolts orpins 88 or 89 might beemployed instead, but this would have to belubricated and would sooner or later introduce play, which isundesirable. In addition, the fabric shackle 87 permits of a twistingfor proper adjustment of the brake shoe and brake band upon the drumwithout introducing any difficulty.

The brake arm 76 may be connected to the gear housing section 7 ifdesired, to take up the torque reaction of braking. It is not desirableto take the torque reaction upon the eccentric arm 36, since it is notadapted for takin up this stress.

Re erring now to the diagrams of Figs. 1 and 2, I have indicated in eachdiagram; first, the usual or preferred change-speed mechanism; next, theinternal-external gear combination havin the shaft section 43 adapted tobe transated laterally for meshing either with the clutch socket or withthe internal gear, then the flexible joint 60, then an intermediateshaft section 62; next, a flexible joint 100, a final shaft section 101leading to the`driving pinion 102 and thence to the ring gear 103 of thedifferential of the rear axle.

In Fig. 1, I have shown a gear reduction in the rear axle of three turnsof the propeller shaft to one turn of the rear wheels. The

y external-internal gear combination 44-47 permits of either a directdrive; that is, one

to one, or of a further reduction of four turns of the stub shaft 14 tothree turns of the propeller shaft. This makes available, on dlrectdrive through the pinion 45, clutch 46 and pinion 44, a ratio of threeturns of the engine shaft to one turn of the rear wheels, or, uponmeshing the gears 45 and 57, four turns of the engine shaft to one turnof the rear wheels. Such a gear arrangement permits of normal drive atahigh ratio and a selectivedrive through the gears at a higher ratio. jY.

In the diagram of Fig. 2, I have shown the rear axle ratio as four turnsof the propeller shaft to one turn of the rear wheels and the selectiveratios as the internal-external gear combination 44-47 as -either one toone on direct drive or three turns of the engine shaft to four turns ofthe propeller shaft on meshing the gears. The result is a driving ratiobetween the engine shaft and the rear wheels of either four turns of theengine shaft to one turn of the rear wheels or three turnsJ of theengine shaft to one turn of the rear wheels. Where most of the drive isat relatively low speeds, as is the case with the average car used inthe city or with trucks under load, the form shown in Fig. 2 isdesirable. It will be appreciated that the sliding internal gear andclutch Structure, as shown in Fig. 1, may be employed in reverse form inthe scheme of Fig. 2. The shifting of the swinging carriage or drum 36to change the relative position of the shaft sections 14 and 43 withrespect to each other does not interfere with the proper operation ofthe transmission brake above described, nor does it interfere with theproper operation of the speedometer drive, since the flexible shaftpermits the speedometer to take its drive from any position of the drumand shaft section 43, these two parts moving together.

I do not intend to be limited to the details shown or described.

I claim:

1. In a lchange-speed transmission employing a driven shaft sectionmovable into a position parallel with its first position, a movablecarriage for said shaft section, a frame mounting said carriage, a brakedrum secured to said shaft section, a brake for said drum and meansrigid with said frame for taking up the torque reaction of the brake.

2. In combination, a driving shaft, a driven shaft section, a movablecarriage having bearings for supporting said shaft section, means formoving said carriage to shift the shaft by motion of translationparallel to itself, a brake drum secured to said shaft, a brake membercooperating with said drum and means independent of said carriage fortaking up the torque reaction of the brake.

3. In a transmission, the combination of a drivingv shaft, a drivenshaft, bearings for said shafts, a swinging carriage for one of saidshafts, said carriage mounting the bearings for said one shaft, pinionsof the same pitch and diameter for adjacent ends of the saidmshafts, acombined clutch and internal .gear member having two sets of internalteeth, one set of the same diameter as the pinions and the other of alarger diameter, both sets being of the same pitch as the pitch of thepinions, said member being mounted permanently on one of the pinions andbeing movable axiall for engaging the other inion to clutch t ie twoshafts together or or meshing the set of teeth of larger diameter withthe pinion on the other shaft when the two shafts are offset withrespect to each other.

4. In a transmission, the combination of a driving shaft, a drivenshaft, bearings for said shafts, a swinging carriage for one of saidshafts, said carriage mounting the bearings for said one shaft, pinionsof the same pitch and diameter for adjacent ends of the said shafts, acombined clutch and internal gear member having two sets of internalteeth, one set ofv the same diameter as the pinions and the other of alarger diameter, both sets being of the same pitch as the pitch of thepinions, said member being mounted permanently on one of the pinions andbeing movable axially for engaging the other pinion to clutch the twoshafts together or for meshing the set of teeth of larger diameter withthe pinion on the other shaft when the two shafts are offset withrespect to each other, and means for moving the carriage to bring theshafts into axial alignment for clutching together for one to onedrivingrati'o -or into offset relation for meshing of thegooperatingpinion and internal gear for producing a different driving ratio.

5. In combination, a shaft having a pinion, a second shaft having apinion of the same diameter and pitch, a combined internal gear andclutch member having teeth for permanently engaging one pinion andselectively engaging the other pinion for clutching the shafts togetherfor direct driven shaft, said eccentric having a hub of less diameterthan the pinions and having) a bearing for the shaft inside of said hu7. In combination, a shaft having clutch head bearing splines, acooperating spline clutch member slidably mounted on said head, aneccentric member for mounting said shaft, said eccentric member havingan axially extending hub substantially concentric with the shaft, saidhub being of a diameter smaller than the internal diameter of saidclutch member to permit the clutch member to overhang the hub, and abearing for the shaft in said hub.

8. In combination, a relatively stationary shaft, a cooperatinglaterally movable shaft, an eccentric drum supporting said movableshaft, said drum having an axially extending hub, a bearing in the hubfor the shaft, pinion members on the adjacent ends of said shaft, acombined clutch and internal gear mounted on one of said pinions, saidcombined clutch and internal gear member being adapted to overhang saidaxially extending hub.

9. In combination, a gear casing having an eccentric, a shaft -sectionmounted in the eccentric, means to move the eccentric and the shaftsection, an end plate for the eccentric closing the end of the gearcase, said end plate having a central hub about the shaft section, aflexible joint having one member thereof connected to the shaft section,a brake drum connected to said one member, a cooperating brake shoe forsaid brake drum and a retaining bracket mounted on said concentric huband connected to the brake shoe.

10. In combination, a gear casing, a swinging carriage in said gearcasing, a

shaft section mounted in said swinging carriage, an end plate for theswinging carriage closing the end of the gear casing, means for movingthe swinging carriage in said gear casing, said end plate having aconcentric hub, a spider for universal bearing mounted on the end of theshaft section, a. drum mounted on said spider, a brake shoe for engagingthe drum. a bracket arm having a circular portion fitting over saidconcentric hub and means for retaining said cylindrical portion on saidhub.

11. A gear housing having a central hub, a shaft projecting through saidhub, a spider having a plurality of arms, said spider having a hubmember mounted on the end of said shaft, a brake drum mounted on thespider arms, a brake shoe for cooperating with the drum, a sheet metalloop secured to said shoe, a notch in the side Walls of the' loop. aretaining bracket having a finger entering said loop through the notch,said bracket being mounted on the hub and being free to have rotarymotion on the hub means for restraining axial motion of said bracketmember on said hub and means for angularly turning said hub.

l2. In combination. a transmission having a shaft section laterallyshiftable in position, a brake drum connected to said shaft section, apressed sheet metal brake shoe and arm having one portion thereofengaging the brake drum, a. brake band cooperating With the shoe andmeans for tightening said band mounted on the brake arm, said brake armbeing held by means rigid with the transmission.

13. In combination, a transmission having a laterally shiftable shaftsection, a bearing' member for said shaft section, a brake drum securedto said shaft section, a brake arm having a curved shoe overlying theupper part of the brake drum, means secured tothe bearing for holdingsaid brake shoe in position on the drum, a cooperating brake bandconnected to said shoe, means for tightening the band and means ri idwith the transmission for pivotally holding the outer end of the brakearm.

14. In a transmission having a shaft section, means mounted at the rearof the transmission for raising and lowering said shaft section, a framemember connected to said transmission, a brake drum connected to theshaft section, a brake arm having a sho( extending over a portion of theperiphery l of the drum, a brake band cooperating with carriage for saiddriven shaft, pinions of the same pitchand diameter for adjacent ends ofthe said shaft, a combined clutch and internal gear member having twosets of internal teeth, one set of the same diameter as the pinions andthe other of a larger diameter, both'sets being of the same pitch as thepitch of the pinions, said member being mounted permanently on one ofthe pinions and being movable axially for engaging the other pinion toclutch the two Shafts together or for meshing the set of teeth of largerdiameter with the pinion on the other shaft when the two shafts areoffset with respect to each other.

16. In combination, a pinion shaft having a pinion mounted on the endthereof, a shaft section beyond the pinion having splines of the samepitch and diameter as the teeth of the pinion and an axially shiftableclutch and internal gear -member mounted on the shaft section and havingsplines fitting the splines ofthe shaft section and fitting the teeth ofthe pinion and means for shifting one of said shafts laterally withrespect to the other.

17. In combination a driving pinion, a driven shaft having its adjacentend splined to match the teeth of the pinion, an internal gear having asleeve provided with internal splines fitting on the splines of theshaft and adapted to be axially meshed with the teeth of the pinion,said internal gear and pinion being adapted to be lneshed for a gearreduction or for a direct drive.

18. In combination, a. driving pinion, a driven shaft having itsadjacent ends splined to match the teeth of the pinion, an internal gearhaving a sleeve provided with internal splines fitting on the splines ofthe shaft and adapted t0 be axially meshed with the teeth of the pinion,said internal gear and pinion being adapted to be meshed for a gearreduction or for a direct drive, a carriage for supporting the drivenshaft adapted to shift the same laterally and a. shifter forkcooperating with the slee\'e of the internal gear to shift said gear.axially.

19. In combination, a driving shaft, a movable carriage, a shaft sectionmounted in said movable carriage, gears connecting said shaft and shaftsection, said gears comprising a .pinion and an internal ear, one ofsaid gears being axially slidab e on said shaft section, said movablecarriage being mounted to swing the shaft section into concentricposition for direct clutching with the driving shaft or into leccentricposition to drive through the gears, said positions lying insubstantially a vertical plane.`

20. In combination a housing having a cylindrical bore, an outwardlyextending shoulder at the front end of the bore, a cylindrical drum insaid bore having an outwardly extending shoulder at its front endcoacting with. said first named shoulder, a cover plate for the rear endof the drum and housing, said cover plate being secured to the drum andhaving a flange engaging the end of the housing, a shaft mountedeccentrically in said drum and means for angularly moving the drum tomove said shaft up and down.

21. In combination, a housing having a cylindrical bore, an outwardlyextending shoulder at its front end, a cylindrical drum in said borehaving an outwardly extending shoulder at its front end coacting withsaid first named shoulder, a cover plate secured 011 the end of the drumand coacting with the end of the housing, a shaft carried eccentricallyof said drum and extending through said cover plate, said cover platehaving a recess therein, a worm on the shaft in said recess and a wormgear journaled in said cover plate and projecting into said recess andmeans for swinging the drum axially in said housing to move the same upand down.

In witness whereof, I hereunto subscribe my name this 12th day of May,1924.

THOMAS L. FAWICK.

